Automatic railway-crossing gate



6 Sheets-Sheet 1.

(No Model.)

G. W. HOUSEL. AUTOMATIGRAILWAY CROSSING GATE.

Pate ned July. 19, 1887.

* ATTORNEYS.

N. PETERS. Phnlo-Luhngmphm'. wunm mn. n. c.

(No Model.) 6 Sheets-Sheet 2.

G. W. HOUSEL.

AUTOMATIC RAILWAY CROSSING GATE.

INVENTOR Patented July 19, 1887.

WITNESSE Q ATTORNEYS.

N. PETERS, Phom-Lixhc ra hnr. Wzihlnglnn. Dv C.

(No Model.) '6 Sheets-Sheet 3.

G. W. HOUSEL.

AUTOMATIC RAILWAY CROSSING GATE.

No. 366,836. Patented July 19, 1887.

WITNESSES fig v ATTORNEYS.

N. PETERS Flwh Lilhngnphnn Washinglan D. c.

(No Model.) 6 Sheets-Sheet 4.

G. W. HOUSEL.

AUTOMATIC RAILWAY CROSSING GATE.

Patented July 19, 1887 INVENTOR WITNESSES ATTORNEYS.

N. PETERS. Phawmho n mr. wnsmngmn, D. c.

(No Model.)

6 Sheets-Sheen 5, G. W. HOUSEL.

AUTOMATIC RAILWAY CROSSING GATE.

Patented July 19, 1887..

WITNESSES ATTORNEYS.

N. PETERS, Fholo'LHhognphar. wuhin mn. D c.

(No Model.) 6 Sheets-Sheet 6. 6w. HOUSEL.

AUTOMATIC RAILWAY CROSSING GATE. 7 No. 366,836. Patented July 19, 1887.

WITNESSES I INVENTOR ATTORNEYS.

n. PETERS, Pnuwmhv m hu Washiugwn. D. c.

UNITED STATES PATENT OFFICE.

GEORGE XV. HOUSEL, OF BLOOMSBURY, NE\V JERSEY.

AUTOMATIC RAILWAY-CROSSING GATE.

SPEQIFICATION' forming part of Letters Patent No, 366,836, dated July 19, 1887.

Application filed April 9, 1857.

To all whom it may concern.-

Be it known that I, GEORGE \V. HoUsEL, of Bloomsbury, in the county of Hunterdon and State of New Jersey, have invented a new and Improved Automatic Railway-Crossing Gate, of which the following is a full, clear, and exact description.

My invention relates to gates of that class employed for closing common roads where they cross railway-tracks, and has for its objeet to provide a gate of this character which may be closed and opened automatically by trains passing over the track or tracks in either direction.

The invention consists in certain novel features of construction and combinations of parts of the railway gate and its operating and signal mechanism, all as hereinafter described and claimed.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.

Figure 1 is a plan view of a doubletrack railway at a road-erossing, having my improved automatic gate applied, with parts in section and parts broken away at several places, as indicated by the transverse double parallel broken lines. Fig. 2 is plan view of a single-track railway, with parts in section and broken away at several places, as indicated by the transverse broken lines. Fig. 3

is a vertical sectional elevation of the track and gate, with the barriers raised as when the gate is open, and with parts broken away. Fig. 4 is a like view showing the barriers down as when the gate is closed. Fig. 5 is an enlarged detail sectional side elevation of the gate-operating mechanism at the two gateposts at opposite sides of the roadway or crossing and at the same side of the railway-track. Fig. 6 is a transverse vertical section through the double-track road-bed and two opposite gate-posts and the barrier-operating mechanism. Fig. 7 is a perspective view of a portion of one of the railway-racks, showing the trip mechanism for operating the gate-barriers and the tread-bar which prevents opening of the gate until the last car shall have passed the roadway. Fig. 8 is a detail view of parts of the trip mechanism, drawn to a larger scale. Fig. 9 is a detail side view, partly broken Serial No. 284,213. (No model.)

away and in section, of the tread-bar and its operating mechanism and parts of the adjacent track. Fig. 10 is a central transverse vertical sectional elevation of the same. Fig. 11 is a broken sectional view of the dangersignal operating mechanism. Fig. 12 is a transverse detail vertical sectional view of the danger-Signahoperating mechanism. Fig. 13 is an enlarged detail view of the dangersignal trips, and Fig. l-tis a diagram view illustrating the movements of the trip mechanism in operating the gate-barriers.

The gate is made with two arms or barriers, A A, pivoted by shafts a a to posts 0 O at opposite sides of the roadway-erossing and at the same side of the railway-tracks, and two arms or barriers, B B, which are pivoted by shafts b I) to posts D D, set at opposite sides of the I several parts, I letter the rails E E for one track of the donble-track road and F F for its other track, and the rails of the singletrack road are lettered E E. The barriers A B have suitable countcrbalaneing-weights a b, to re lieve the gearing of undue strains while operating the brrriers, as hereinafter described.

To the shaft a of each of the barriers A is fixed a pinion, g, which meshes into a gearwheel, G, journaled in each post 0 O, and a pinion, h, fixed to the shaft 7) of each of the barriers l3, meshes with a gear-wheel, H, journaled in each post D D. A shaft, I, which extends transversely across and beneath the rails of either the double or single track road, passes into the posts 0 D of opposite barriers A B, and in each post said shaft l carries a pinion, a, which meshes with the adjacent gearwvheel, G or II,in said posts, and whereby, when the shaft I is turned by operation of the gearing, the opposite barriers A B at the same side of the roadway or crossing X will be lowered or raised simultaneously.

The pinions i i in the two posts 0 O, supporting the barriers A A,are connected by a rod, J, which runs parallel with the railwaytracks,and is pivoted at opposite ends to wristpins set at opposite sides of the centers or shafts lot" the pinions, and like pinionst' i on the other ends ofthe shafts I I in the opposite posts,D D,carrying the barriers l3 B,are connected in like manner byali'ke rod, J,whereby all four of the barriers will be lowered or raised simultaneously as the gearing is operated by'trip deviccs,presentl y described. The shafts I run through suitable pipes or casings, i, laid underground beneath the tracks, and the rods J run through suitable casings or pipes,j, laid underground along or parallel with the tracks, whereby the parts I J are protectcd from the weather.

The construction and arrangement of the trip devices and lever and treadplate and danger-signal-operating mechanism are the same at or approaching each of the gate-posts and barriers at a double-track railway, with which four separate sets of tripping mechanism will be used, while with a single-track railway but two sets of tripping mechanism will be employed, and I will particularly describe these devices andthe operating mechanism with reference to the double-track railway and to all the drawings except Fig. 2 thereof, and with more special reference to the trip devices and mechanisms at the right-hand track E at.

each side of the roadway X and next the gatebarriers A A, as follows: l

A shaft, K, is journaled transversely of the track E at some distance from each postO and its barrier A, and preferably within a pipe or casing, k, which extends to a pipe or casing, is, which opens into the gate-post C. To the shaft K is fixed a crank-arm, L, to which is connected the outer end of a rod or bar, M, which ranges through the casing 70, and is connected at its other end with the long arm of an elbow-lever, N, the short arm of which is slotted to engage a wrist-pin, n, fixed in the gear-wheel G in the post'O. The rod M is passed loosely through a hole in the lever N,

and has a ball or head, m, at its extremity by which to operate the lever by an endwise movement in direction from the roadway X, and on the rod a collar, m, is fixed, and between this collar and the lever N a normallyexpanding but compressible spring, 0, is placed loosely on the rod to allow the rod to be forced endwise toward the road-crossing by the action of a trip-arm without effcct'on the barrier-operating gearing, or, in other words, to allow this endwise movement of the rod while the elbow-lever N is held against movement, and to prevent breaking of the mechanism should a train moving in one direction throw a trip-arm in a manner to open the gate while a train moving in the opposite direction should be holding thegate-barriers closed across the roadway, and as hereinafter more fully explained.

On the shaft K there are fitted loosely between the track rails two sleeves, R, to which, respectively, are fixed one end of pairs of springs 19 p 1- 1", the two springs of each pair being coiled around the sleeves in opposite directions, and fixed at their outer ends to the sides of the shaft-casing 7c, whereby the sleeves P R and trip-arms S T on them, respectivcly,will be held normally in certain relation to pins st, which are fixed in the shaft K and enter notches pr, respectively, made at the inner or adjacent ends of the sleeves P R. (See Figs. 7 and 8 of the drawings.) In their normal positions the trip armsS T stand verticall y in positions to be struck by the flanges of the wheels of railway-cars and turned down for operating the gate-barrier mechanism, and the pairs of springs 19' r on the sleeves will act instantly to return the arms S Tto normal positions whichever way they may be turned 'down when the wheels havepassed by except at such times as the trip-arms T may be held down by depression of a tread-plate, U, by the ear-wheels, as hereinafter described. The

shaft-pins s t and the corresponding tripsleevc notches, p r, are relatively arranged to cause the shaft K to be turned forward by the operation of the triparm Sby the wheels of cars approaching the gate, while the simultaneous lowering of the trip-arm T by the carwheels has no effect to turn the shaft or impede its movement by the triparm S and sleeve P, as above described.

To the sleeve R, below or at the opposite side from the trip-arm T, is fixed an arm, V, to the end of which is attached one end of a shaft, 1;, the other end of which is supported in an arm, 1/, hung loosely on the shaft K. To the shaft 12 a rod, \V, is connected, and the other end of this rod is connected pivotally with the outer end of an arm, w,which is fixed to ashaft, Y, which is journaled in suitable bearings and ranges transversely of the track and carries fixedly a cam, 7 which normally is in contact with the underside or face of the tread-bar U. A The tread-bar is provided with pins 10, which have hearings in middle plates of suitable boxes 20 arran ed at the bottom of anangular casing, a", between the outer side plate of which and the track-rail the treadbar is placed. a, between the pin-bearings and the bar U,

normally raise the bar until nuts or collars a" on the pins strike the bearings of the pins, at which time the top of the tread-bar, which has sloping or beveled ends,stands about level with or a little above the track-rail, soas to be depressed by the flanges of the car-wheels,

as indicated'by dotted lines in Fig. 9 of the drawings. The treadbar is long enough to cause it to be always depressed by the carwheels of a passing train. A depression of the tread-bar by the car-wheels, as above described, lowers the cam 3/ and turns the shaft Y, and through the arm to, rod NV, and the shaft and arm 0V will lower the trip-arm T of the sleeve R-toward the roadway-crossing X and prevent the arm T from being struck by the wheels of a passing train until the last car shall have left the tread-bar U. Then the sleeve R will be turn'cd'by its springs'to raise the arm T to cause the wheels of the last car toturn the arm down, and thereby open the IIO Springs it, placed on the pins gate-barriers, as hereinafter more fully ex plained. The rod XV runs through a tube or casing, to, to protect it from the weather, and the shaft Y passes through a casing,-y,for like purpose.

At some distance beyond the shafts K parallel shafts Z are journaled transversely of the railway-rails and within protecting-casings 2. Each of these shafts Z is provided with a v loosely-fitted sleeve, 1, which carries a triparm, 2, which is held in vertical position next the track-rai1 by reversclyarranged coiled springs 3 3, and has a notch, 4, by a shoulder of which it is adapted to engage a pin, 2, fixed in the shaft Z for turning the shaft when the trip-arm 2 is lowered by the wheels of the ears. To each of the shafts Z is fixed a crankarm, 5, and the arm 5 of the shaft Z, at one side of the roadway, is connected by a rod, 6, with one arm of an elbow-lever, 7, which is pivoted in one of the gate-posts, O or D, and the other arm of this lever 7 is connected to a rod, 8, which, at ltS' Otl16l end, is pivoted to the inner end of a lever, 9, which is pivoted in the post and projects through a slot in the post and carries at its outer end a head or clapper, 10, which is adapted to strike a gongbell, 11, held to the gate-post.

To the arm of the elbow-lever 7, to which the rod 6 is attached, is also connected one end of a rod or link, 12, the other end of which is attached to one end of a rock-bar, 13,which is pivoted to the gate-post, and to the other end of the rock-bar is pivoted the end of a rod, 14, which extends along the track-rails through the casingsj k, and the other end of the rod 14 is connected to the crank-arm 5, fixed to the shaft Z, carrying a sleeve, 1, and trip-arm 2, at the other side of the roadway. On the rods 6 14:, next the crank-arms 5 5, are placed normally-expanding springs 15, which act between the casings z and collars 16 on the rods to reset the triparm sleeves 1 2 ready for operation by the successive carwheels of a train, and springs 17, fixed to the posts 0 D, and the rods 8 or inner ends of the clapperlevers 9 restore these levers to normal positions after each stroke ofthe gong. The gongsignals will thus be struck as many times as there are car-wheels passing over the triparm 2 at the shaft Z, which will give ample warning to persons on the road-crossing to leave it before the gate-barriers are closed by the operation of the trip-arm S by the train coming from either direction on either a dou ble or single track railroad. The two gongsignals are preferably arranged at diametri cally-opposite posts 0 D of the gate for either a double or single track road, and as shown in Figs. 1 and 2 of the drawings. Beyond the casings 7." each way from the gate the rods 6 14: are preferably passed through protectingtubes 18, and between the gate=posts the rods pass through the casing in which the barrieroperating rodsJ are protected.

The operation of the signal and gate barrier actuating mechanism will probably be more clearly understood by reference to the diagram view Fig. 14, in connection with other figures of the drawings, and is as follows: We will suppose a train is approaching the roadway-crossing X on the track E in direction of. the arrow 6 in Fig. 1 of the drawings. The car-wheels will first actuate the distant triparm 2 to strike the gongsignal 10 11 at the nearest gate-post O, and the ear-wheels will next strike the trip-arms S T and turn them down. By turning down the arm S the shoul der of the notch p of the arm-sleeve P will press on the pin 8 of the shaft K and turn the shaft to cause its crank-arm L to draw the nearest rod, M, endwise from the roadway X, or in direction of the arrow m in Figs. 1 and let of the drawings. This movement of the rod M will carry the connected elbow-lever1 in post 0 to the position shown in dotted lines in Figs. 5 and let and in full lines in Fig. 4, and will turn the gearing G 5 in the first post O in a manner to cause its barrier A to be lowered as in full lines in Figs. 1 and 4 and in dotted lines in Fig. 5. The pinions it in the posts 0 C, in connection with the rod J, will operate the gearing in the post 0 beyond the roadway to lower its barrier A at the same time the first barrier A was lowered, and, through the piuionsti, shafts I I, and the gearing H h in the posts D D at the opposite side of the railway-track, the other barriers, B B,will be lowered simultaneously with the ones A A, thereby closing the gate.

The operation of the trip-arm T simultaneously with the arm S has no effect on the gatebarriers, but simply turns the sleeve R and its attached crank-arm V to swing the rod 1) back ward and draw the rod W and crank-arm w likewise to turn the shaft Yand lower the cam g from beneath the tread-bar U. As the advancing car-wheels press and hold down the tread-bar onto the cam, it is obvious that the trip-arm T will thereby be held down or lowered, so as not to be struck by the car-wheels while the train is passing over the treadbar, and as the gate-barriers are swung upward to open the gate only by the action of the passing car on the raised trip-arm T the barriers will remain down while the trip-arm T is lowered, and the gate at such time will remain closed.

The tread-bar U at this side of the roadway X is intended more especially to hold the gate closed should a train back over the roadway on the track E. In this case the gate-barriers would not be raised to open the gate until the last car had passed backward off of the treadbar U, which would leave the arm T free to rise in the path of the wheels of the last car, which would then strike the arm T and turn it down backward, and thereby, through the sleeve Pt and pin t, turn the shaft K backward and raise all four of the gate-barriers to open the gate, thelowering of the trip-arm S by the car-wheels during the backing of the cars having no effect to turn the shaft K or 011 the gate-barriers.

The treadbar U at the farther side of the ICC roadway is the one commonly used for holding the gate closed until the last car moving forward in the ordinary direction of travel shall have passed the roadway, and the action of the train with this tread-bar U is as follows: As the car-wheels lower the tread-bar, the bar will lower the cam y and thereby turn its shaft Y, and through the arms 10 V and shafts WV 1; will turn the sleeve R backward and turn the trip-arn '1 down likewise out of the way of the car-wheels, and the lowering of the triparm S will have no effect on the gate-barriers, and there will be no rotation of the shaft K until the last car shall have passed forward off of the treadbar, which will then be raised by its springs to and allow the springs r to turn the sleeve R to raise the trip-arm T into position to be struck by the wheels of the last our 'to cause the rear shoulder of the sleeve-notch r to engage the pin s of the shaft K and turn the shaft forward, and thereby operate the connected rod M and the gearing in all four of the gate-posts to raise all the barriers simultaneously to open the gate. Should a train back down on the track E from a position beyond the shaft K at the farther or forward side of the roadway, the trip-arm S would be operated to lower the barriers and close the gate. A gong-operating trip, 2, is arranged beyond the farthest shaft K and trip-arms S T to serve more particularly as a signal to insure clearing of the roadway at the track-crossing before the backing train closes the gate and passes over the roadway.

The utility of the yielding connections of the ends of the rods M with the elbow-levers N will be understood when it may be supposed that two trains are running on either the double or single track roads and the trains actuate the trips simultaneously in a manner which would under other conditions cause opening and closing of the gate. The rods M will simply slip through the levers and compress the springs O, and thus prevent injury to the barrier-operating mechanism, and the wheels of the last car passing either way on either track will, on leaving the tread-bar, op-

crate the adjacent trip-arm T'to raise the barriers and open the gate in the manner above described. A train moving forward on track F in direction of the arrowf, or backing on said track, would operate the trip-arms at this trackto actuate the gate-barrier and signal mechanism in the same manner as above described for the track The operation of the mechanism in closing and opening the gate-barriers at a roadway crossing asingle-track railway (shown in Fig. 2) will be quite fullyunderstood from the above description, having more particular reference .to the double-track-railway gate.

It is obvious that the system of triparms and connections herein described may be used should but one barrier A and one opposite barrier B be used, each of the barriers in this case being long enough to swing down clear across the roadway.

, Havingthus fully described my invention,

I claim as new and desire to secure by Letters Patent- ,1. In a railway-gate, thecombination, with a barrier pivoted to a post at a side of theroadway-crossing, of geared wheels G g at the post, adapted to lower and raise the barrier, an elbow-lever, N, pivoted to the post and connected by one arm with a pin on the wheel G, a bar, M, connected at one end to the elbow-lever, a shaft, K, journaled at the track and provided with a crank-arm, L, and trip;

arm devices connected 'to the shaft K and adapted for operation by a passing train for turning the shaft to lower the barrier and close -its gear-wheel G, and a rod, J, connecting the wheels at the two posts 0 G at opposite sides of the axes of the wheels 2' i, substantially as shown and described, whereby both barriers A A will be operated simultaneously when the gearing in either post isactuated, as hereinset forth.

3. In a railway-gate, the combination, with two posts, 0 0, set at opposite sides of a roadway-crossing and at the same side of a railwaytrack, of a barrier, A, pivoted to each post, geared wheels G g at each post, and adapted to lower and raise the barriers, an elbow-lever, N,-fulcrumed to each post and connected by one arm with a pin on a wheel, G, a gear-wheel, i, journaled to each post and meshing with the wheel G thereof, a rod, J, connecting the wheels 6 i of the two posts to assure simultaneous operation of both barriers, rods M M, connected at one end to the elbow-lever in each post and extending along ICO the track, shafts K K, journaled at opposite sides of the roadway-crossing, crank-arms L on said shafts, to which the outer ends of the K to lower and raise the barriers, substan-,.

tially as herein set forth.

4:. In arailway-gate, the combination of two posts, 0 0, set at opposite sides of a roadwaycrossing and at the same side of a railwaytrack, two posts, D D, set opposite the posts 0 O at the other side of the track, barriers A, pivoted to posts 0, and barriers B,pivoted to posts D, geared wheels G g at posts 0 O and II 71, at posts I) D, shafts I I, extending between opposite pairs of posts, 0 D C D, gearwheels 2', fixed to opposite ends of each shaft I and meshing with the wheels G H, and rods J J, connecting the wheels 12 i in the posts G O and D D, substantially as shown and described, whereby theoperating of the gear-wheels in any one of the posts will simultaneouslylower and raise all four gatebarriers, as herein set forth.

5, In a railway-gate, the combination of two posts, 0 0, set at opposite sides of a roadwaycrossing and at the same side of a railwaytrack, two posts, D D, set opposite the posts 0 O at the other side of the track, barriers A, pivoted to the posts 0, and barriers B, pivoted to the posts D, geared wheels G g at posts 0 C and H h at posts D D, shafts I I, extending between opposite pairs of posts, 0 D O D, gearwheels i i, fixed to opposite ends of each shaft I and meshing with the wheels G H, rods JJ, connecting the wheels z" i in the posts 0 Oand D D, elbowievers N, pivoted to each post and connected byone arm with a pin on the wheels G H, rods M M, connected at one end to the elbow-lever at each post and extending along the track from each post,shafts K K, journalcd at opposite sides of the roadway-crossing, crankarms L on said shafts, to which the outer ends of the rods M are connected, and trip-arm devices connected to the shafts K K and adapted for operation by passing cars for actuating all four gate barriers simultaneously, substantially as herein set forth.

6. In a railway-gate, the combination, with a post and a barrier pivoted thereto and adapted to be lowered across the roadway by mechanism at the post, substantially as specified, of a shaft, K, journaled at the track and provided with a crank-arm, L, and a pin, 8, a rod, M, connecting said crank-arm with the barrier-operating mechanism, a sleeve,]?,having a shoulder at 1) adapted to engage the shaftpin 3, and provided with a 'triparm, S, and devices, as springs 19, normally and yieldingly holding the trip-arm raised, substantially as shown and described, whereby thebarrier will be lowered automatically by the action of the car-wheels on the trip arm, as herein set forth.

7. In a railway-gate, the combination, with a post and a barrier pivoted thereto and adapted to be lowered across the roadway by mechanism at the post, substantially as specified, of a shaft, K, journaled at the track and provided with a cranlcarm, L, and pins 8 t, a rod, M, connecting said crank-arm with the barrier operating mechanism, a sleeve, 1?, placed on shaft K, and having a shoulder at 1) adapted to engage the shaft-pin s, and provided with a trip-arm, S, a sleeve, R, on shaft K, and having a shoulder at 1' adapted to engage the shaft-pin t, and provided with a triparm, T, and devices, as springs pr, normally holding the trip-arms upright, substantially as shown and described, whereby the barrier will be lowered automatically by the act-ion of the ear-wheels as the cars approach the roadway and will be raised should the cars back down over the trip arnis, as herein set forth.

8. In a railway-gate, the combination, with a post and a barrier pivoted thereto and adapted to be lowered across the roadway,sub stantially as specified, and a shaft, K, journaled at the track and adapted for rotation by the barrier-operating mechanism, and provided with a crank-arm,L, and pin t, a sleeve, R, on shaft K, and having a shoulder at 1' adapted to engage the shaft-pin t, and provided with a trip-arm, T, and a crank-arm,V, and devices normally and yieldingly holding the trip-arm upright,of a treadba1',U,adapted for depression by the cars, a cam, 1 arranged at the tread-bar, and connections from the sleeve arm V to the cam, substantially as shown and described, whereby the tread-bar when depressed will lower the trip-arm 'l and prevent raising of the barrier until the last ear shall have passed the tread-bar and will allow raising of the barrier by contact of the carwheels with the raised triparm 'l, as herein set forth.

9. In a railway-gate, the combination, with a post and a barrier pivoted thereto and adapted to be lowered across the roadway by mechanism at the post, substantially as specified, of shafts K K, journaled at the track and one at each side of the roadway and adapted for rotation from the barrier-operating mech anism, a crank-arm, L, a pin, t, and a sleeve, It, on each shaft K, and each sleeve It having a shoulder at r adapted to engage a shaft pin, t, and provided also with a trip-arm, 'l, and a crank-arm,V, and devices normally and yield ingly holding the trip-arms upright, and a tread-bar,U,arranged at each side of the roadway and adapted for depression by the cars, a cam, y, arranged at each tread-bar, and connections from the sleevearmsVVto the cams of the respective tread-bars, substantially as shown and described,whereby the gate-barrier,when elosed,will be prevented from rising by pressure of the cars on the tread-bar at the farther side of the roadway holding the trip-arm T down until all the ears shall have passed the roadway, when the gatebarrier will be raised by the action of the cars on the trip-arm T after the cars leave the farthest tread-bar,and whereby, also, the gate-barrier will be raised by action of the cars on the trip -arms T should the ears back either way over these trip-arms at either side of the roadway, as herein set forth.

10. In a railway-gate, the eombinatiomwith two posts, 0 0, set at opposite sides of a roadway-crossing and at the same side of a railway-track, and barriers A A, pivoted to the posts and adpted to be lowered and raised by mechanism at the posts, substantially as specified, of shafts K K, journaled at the track, one at each side of the roadway, and adapted for rotation from the barrier-operating mechanism, a crank-arm, L, a pin, f, and a sleeve, R, on each shaft K, and each sleeve having a shoulder at 9' adapted to engage a shaft-pin, t, and provided also with a trip-arm, T, and a crank-arm,V, and devices normally and yieldingly holding the trip-arms uprightly, and a tread-bar,U, arranged at each side of the road way and adapted for depression by the cars, a cam, y, arranged at each tread-bar, and connections from the sleeve-arms V V to the cams IIO at the respective tread-bars U U, substantially as shown and described.

11. In a railway-gate, the combination,with a postand a barrier pivoted thereto and adapted to be lowered across the roadway by mechanism at the post, substantially as specified, and two shafts, K K, arranged at opposite sides of the roadway and provided with crank-arms L, rods M, connecting said crankarms to the barrier-operating mechanism, of tread-bars U U, arranged one at'each side of the roadway, mechanism, substantially as specified, for rendering the gate-opening devices inoperative when a tread-bar is depressed, ahd said rods M connected to the barrier-operating mechanism by a yielding connection, substantially as specified, whereby, should trains simultaneously actuate the trip mechanism in a manner usually causing lowering and lifting of the barriers, the yield-' rod, J, connecting the gears t at the posts, an

elbow-lever, N, fulcru med to each post and engaging a pin, a, on the gear-wheel G, a rod, M, passing freely through the lever N at each post and having a draft-head, m, and a collar or shoulder, in, and a spring, 0, on the rod between the collar mand thelever, and said rods M leading to trip devices actuated by a pass ing train for operating the gate, tread-barsU U, arranged one at each side of the roadway, and mechanism, substantially as specified, for rendering the gate-opening devices inoperative when a tread-bar is depressed, substantially as described, for the purposes set forth.

13. The combination, in a railway-gate, of posts 0 O, barriers A A pivoted thereto, gearing G g i at'each post, a rod, J, connecting the gears 71 at the posts 0 C, an elbow-lever, N, fulcrumed to each post and engaging a pin on the gear-wheel G, a rod, M, passing freely through the lever N in each post and having a head, m, and a collar or shoulder, m, aspring,O, placed on each rod M between the collar mand lever to engage the shaft-pin s, and provided with a trip-arm, S, a sleeve, It, on each shaft K, and

having a shoulder, 1', adapted to engage ashaftpin, t, and providedwith a trip-arm, T, and a crank-arm, V, devices, as springs 11 r, normallyholding the trip-arms upright, a treadbar, U, arranged at each side of the roadway and adapted for depression by the cars, a cam, 1 at each tread-bar, and connections, substantially as described, from the sleevearms V to the cams y for rendering the gate-opening devices inoperative until the last car shall have left the tread-bar, substantially as described, for the purposes set forth.

14. In a railway-gate, the combination,wit h a shaft, K, journaled at the track and provided with a pin, t, and connected to a rod, as M, operating the gate-barrier mechanism from trips on the shaft, of a sleeve, R, on the'shaft, and provided with a shoulder at 1' adapted to turn the shaft when the sleeve is turned, and provided,also,with a trip-arm,'1, and a crank-arm, V, an arm, 1;, hung loosely on the shaft, ashaft, Y, journaled at the railway-track and having a crank-arm, w, rods W and 1), connecting the arm V with the shaft Y, a cam, g, on said shaft Y, and a treadbar, U, arranged above the cam and provided with springs normally lifting it into position to be depressed by the earwheels, substantially as described, for the purposes set forth.

15. In a railway-gate, the c ombination,with shafts journaled at the tracks and connected to the gate-barrier or signal-operating mechan ism, and sleeves on'the shafts carrying triparms adapted to be turned down by passing cars, of reversely-coiled springs fixed at one end to the sleeves and at the other end to rela- GEORGE w. HOUSEL.

\Vitnesses:

LoUIs ANDERSON, J. W, CREVELING. 

